EP2852872B1 - Ensemble pédale d'accélération pour véhicules automobiles - Google Patents

Ensemble pédale d'accélération pour véhicules automobiles Download PDF

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Publication number
EP2852872B1
EP2852872B1 EP13727542.6A EP13727542A EP2852872B1 EP 2852872 B1 EP2852872 B1 EP 2852872B1 EP 13727542 A EP13727542 A EP 13727542A EP 2852872 B1 EP2852872 B1 EP 2852872B1
Authority
EP
European Patent Office
Prior art keywords
accelerator pedal
pedal unit
force
actuator
receiving body
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP13727542.6A
Other languages
German (de)
English (en)
Other versions
EP2852872A1 (fr
Inventor
Johannes HEYDENREICH
Carmelo Leone
Norbert SILBERLEITNER
Mihaly Szasz
Andreas Zell
Nobuaki Okumoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Conti Temic Microelectronic GmbH
Original Assignee
Conti Temic Microelectronic GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Conti Temic Microelectronic GmbH filed Critical Conti Temic Microelectronic GmbH
Publication of EP2852872A1 publication Critical patent/EP2852872A1/fr
Application granted granted Critical
Publication of EP2852872B1 publication Critical patent/EP2852872B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/03—Means for enhancing the operator's awareness of arrival of the controlling member at a command or datum position; Providing feel, e.g. means for creating a counterforce
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • G05G1/44—Controlling members actuated by foot pivoting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
    • B60K2026/022—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics with tactile feedback from a controller, e.g. vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
    • B60K2026/023—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics with electrical means to generate counter force or torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20528—Foot operated
    • Y10T74/2054—Signal

Definitions

  • the present invention relates to an accelerator pedal unit, as known from DE 10 2011 075 603 A1 for motor vehicles having an accelerator pedal for controlling a driving force of an engine of a motor vehicle, a return spring, wherein a brought about by a corresponding actuation force change in position of the accelerator pedal against its initial position against a restoring force of the return spring to increase the driving force of the motor and with decreasing operating force, the restoring force of Return spring returns the accelerator pedal in the direction of its initial position.
  • An accelerator pedal unit of the type mentioned avoids all the disadvantages of optical and acoustic systems: It is a suitable man-machine interface for longitudinal dynamics functions (distance information, speed limit and regulation) and for indicating hazard warnings.
  • Task is to reduce the power loss of an electromechanical actuator for an accelerator pedal unit of the type mentioned so that a maximum possible thermal availability arises.
  • an accelerator pedal unit of the type mentioned which is a friction device for generating a frictional force acting in addition to the restoring force having.
  • an accelerator pedal unit of the type mentioned which has an electromechanical main actuator for generating a variably sprinkled by a control unit additional restoring force, and a friction device for generating a force acting in addition to the restoring force frictional force.
  • the invention is based on the basic idea by means of an additional friction device, which can be operated without a constant power supply, to apply the restoring force or to support the main actuator and in this way to reduce the current load of the main actuator.
  • the system can under certain defined conditions - by introducing a mechanical device or the friction device - with greatly reduced power hold the force.
  • the thermal load of the main actuator by the current load is significantly reduced in this way.
  • the power consumption of the accelerator pedal unit is reduced.
  • the friction device can be switched on and off in the operation of the accelerator pedal unit.
  • the friction device is designed such that it engages under predetermined or defined conditions in the power flow of the accelerator pedal or is excluded from this powerless.
  • the accelerator pedal unit remains operable, even if the friction device fails.
  • the frictional force is a desired and defined frictional force generated over the frictional surfaces provided. Thus, such unwanted frictional forces are not covered, which inevitably occur in mechanical structures.
  • the friction device is advantageously designed so that a large proportion of the friction force acts in the same direction as the restoring force of the main actuator. Preferably, the entire friction force acts in the direction of the restoring force of the main actuator.
  • the accelerator pedal unit according to the invention can be operated without Hauptaktuator.
  • the use of a main actuator is preferred, as it is called in the second aspect of the invention.
  • the accelerator pedal unit according to the invention is characterized in an advantageous manner that the friction device has a cone-shaped engagement body and a receiving body with a cone-shaped recess for receiving the engagement body.
  • the engagement body and the receiving body is a particularly simple mechanical implementation of the on and off of the friction device can be implemented. Thanks to the shape of the engagement body as a cone and the corresponding conical recess of the receiving body, the contact force between these two parts gradually builds up as soon as the engagement body is moved into the recess of the receiving body. This contact force can be used to increase the frictional force building.
  • the accelerator pedal unit according to the invention is characterized in an advantageous manner that the engagement body and the receiving body are aligned coaxially with each other.
  • the accelerator pedal unit according to the invention is thereby further developed in advantageous manner that the engagement body and / or the receiving body have a friction surface, wherein the friction force can be generated via the friction surface as soon as the engagement body engages in the recess of the receiving body.
  • the accelerator pedal unit according to the invention is characterized in an advantageous manner that the engagement body is formed in several parts.
  • an embodiment of the accelerator pedal unit according to the invention which has a bistable auxiliary actuator for displacing the receiving body or the engagement body in the direction of its longitudinal axis.
  • the bistable auxiliary actuator By means of the bistable auxiliary actuator, the receiving body or the engagement body can be held in a currentless position and at the same time be moved to the desired positions if necessary.
  • the bistable auxiliary actuator is characterized in that it can move a coupled to the auxiliary actuator part in several positions by means of power supply. The holding of the displaceable part in a position is de-energized, for example by a permanent magnet.
  • the accelerator pedal unit according to the invention is characterized in an advantageous manner that the receiving body is displaceable and durable by means of the auxiliary actuator between two positions.
  • the accelerator pedal unit according to the invention is characterized in an advantageous manner that the main or auxiliary actuator has a plunger element, wherein the engagement body with one of the plunger elements by means of the receiving body is non-positively coupled.
  • the accelerator pedal unit according to the invention is thereby further developed in a particularly advantageous manner, that the auxiliary actuator is mounted sprung by means of a spring element in the direction of its longitudinal axis.
  • the embodiment allows a particularly simple mechanical construction of the accelerator pedal unit and is inexpensive to implement.
  • the accelerator pedal unit according to the invention is characterized in a particularly advantageous manner that the main and auxiliary actuator each have a plunger element, wherein the plunger element-the auxiliary actuator is disposed within the plunger element of the main actuator and the 'plunger elements are coupled together.
  • the accelerator pedal unit according to the invention is characterized in an advantageous manner that the plunger elements are positively coupled with each other.
  • the accelerator pedal unit according to the invention is characterized in an advantageous manner that the plunger element of the auxiliary actuator is non-positively coupled to the engagement body.
  • the accelerator pedal unit according to the invention is thereby further developed in an advantageous manner, that the plunger element of the auxiliary actuator is mounted sprung along its longitudinal axis to the main actuator.
  • the accelerator pedal unit according to the invention is characterized in an advantageous manner that the main and auxiliary actuator are arranged within a housing.
  • a third aspect of the invention comprising a vehicle with an accelerator pedal unit according to one of the aforementioned embodiments.
  • FIG. 1 shows an accelerator pedal unit 1 of a motor vehicle having an accelerator pedal 11 for controlling a driving force of an engine of a motor vehicle.
  • the drive motor of the motor vehicle is realized by an internal combustion engine or one or more electric motors or by a combination of said motors.
  • the restoring force of the return spring promotes the accelerator pedal 11 in the direction of its initial position.
  • An electromechanical main actuator 18 generates a controllable by means of a control unit 12 additional restoring force.
  • the accelerator pedal unit 1 a friction device 100, 200, 300, 400, 500, 600 (in the FIGS. 2 to 9 shown) for generating a frictional force F s acting in addition to the restoring force.
  • the accelerator pedal unit shown is a so-called stationary accelerator pedal unit: the pedal plate 11 is pivotally mounted in a support device 19, which is usually mounted in the footwell of a motor vehicle on the ground.
  • the invention is not limited to these types of accelerator pedals.
  • pedal plate 11 If the pedal plate 11 is depressed, it rotates about its axis of rotation.
  • the pedal plate 11 actuates a transmission element 10, which in turn is connected to a cam-like cam 3. Through the transmission of the pedal plate 11 via the transmission element 10 on the cam 3, this is rotated about an axis B.
  • An electromechanical actuator which is designed as a solenoid 18 in the present embodiment, also acts on the cam-like cam 3: the plunger element or the magnetic plunger 7 of the solenoid 18 abuts on a contact surface 6 of the cam 3 and is along an axis A from the solenoid 18 movable.
  • cam 3 Upon actuation of the pedal plate 11, the cam 3 is moved together with a magnet 5 in a rotational movement about the axis B.
  • a sensor not shown here, which is connected to a control unit, determines the position of the pedal plate 11 by means of the magnet 5, which moves together with cam 3.
  • an additional restoring force F addition is to be generated, another control unit 12 sends an electrical signal to the lifting magnet 18.
  • the lifting magnet 18 is a non-commutated direct drive with a limited stroke, which has the magnetic plunger 7 and a static coil for providing the Lorentz force.
  • the solenoid 18 can help electrical signals of the control unit 12 are driven so that the additional restoring force F addition as vibration or force pulse on the pedal plate 11 is felt by the driver.
  • the additional restoring force F Additional may be additional set or the maximum stroke of the pedal plate and the size of the additional restoring force F are limited. 11
  • the maximum stroke of the pedal plate 11 is reached when the cam 3 rests against a stop 2. Even before this maximum possible stroke of the stroke of the pedal plate 11 can be limited by a correspondingly large restoring force F addition of the solenoid 18. The driver then feels a force threshold on the pedal plate 11, which can only be exceeded with great effort. In this way, the maximum possible stroke of the pedal plate 11 is limited. This feature can be used to guide the driver to an energy-efficient driving style.
  • the driver receives a haptic information.
  • a haptic information For example, for economical and fuel-efficient operation of the motor vehicle can be stopped by the additional restoring force F addition is increased at inefficient engine speed and thus the pedal feel is harder.
  • the maximum stroke of the pedal plate 11 can be limited.
  • Other haptic information that can be transmitted to the driver are also the transmission safety critical Information such as an insufficient distance to the vehicle ahead.
  • FIG. 2 shows a second embodiment of the accelerator pedal unit according to the invention with a friction device 100. This embodiment is compared to the second and third embodiments, although more expensive, but allows a particularly sensitive and variable controllability of the haptic feedback.
  • the main actuator 18 and the friction device 100 are arranged with a bistable auxiliary actuator 101.
  • the housing 20 of the main actuator is substantially cylindrically shaped.
  • the main actuator 18 and auxiliary actuator 101 of the friction device 100 are disposed immediately adjacent to each other between two end faces of the housing.
  • a stop 21 is provided for a spring element 126.
  • a portion 22 for receiving a bearing 23 for supporting the first and second plunger members 24, 114 is formed.
  • the first plunger element 24 in the following examples replaces the magnetic plunger 7 FIG. 1 ,
  • the main actuator 18 is designed as a solenoid and has a movable core 81 with a permanent magnet system 87 and a guide cylinder 82, in which, depending on the version, one or more coils 83, 84 are housed. Other direct electrical linear drives can also be used as the main actuator 18.
  • the main and auxiliary actuators 18, 101 each have a plunger element 24, 114, wherein the second plunger element 114 of the auxiliary actuator 101 is disposed within the first plunger element 24 of the main actuator 18 and the plunger elements 24, 114 are coupled together.
  • the plunger elements 24, 114 are positively connected to each other.
  • the core 81 has a passage 185, in which the plunger elements 24, 114 are arranged in sections.
  • the first plunger element 24 is coupled to the core 81 and is moved by the movement of the core 81 in the direction of the axis A with.
  • the first plunger element 24 has a stop 25 or more stop surfaces (s. FIG. 3 ) on what it is positively coupled to the second plunger member 114 in the direction of the restoring force F addition .
  • the second plunger element 114 for this purpose a plurality of key-like projections 117 which project into the corresponding recesses 27 in the wall of the first plunger element 24.
  • the recesses 27 are designed such that the second plunger element 114 in the direction opposite to the restoring force F addition direction in the axial direction along the axis A is free to move.
  • the main actuator 18 acts as follows to apply the restoring force F addition to the accelerator pedal 11.
  • the coils 183, 184 are energized. This results in that the core 181 is moved in the direction of the restoring force F addition and thus also the first plunger element 24.
  • the first plunger element 24 then presses against the contact surface 6 of the cam 3, so that the restoring force F addition to the accelerator pedal 11 acts.
  • the second plunger element 114 follows the first plunger element 24 in axial displacement along the axis A due to the spring force exerted by the spring element 26.
  • the spring force acts in addition to the restoring force F addition .
  • the first plunger element 114 moves in the opposite direction to the restoring force F addition . Then there is a contact between the first and second plunger element 24, 114 on the stop 25, so that the second plunger element 114 is carried along with the first plunger element 24. Also in this case, the spring force of the spring element acts 26 on the accelerator pedal regardless of whether the main actuator 18 is energized. In addition to the spring force can be generated in addition to the restoring force acting frictional force by the activation or activation of the friction device.
  • the friction device 100 has the bistable auxiliary actuator 101 for displacing a receiving body 104 in the direction of its longitudinal axis, which coincides with the longitudinal axis A of the main actuator 18.
  • the auxiliary actuator 101 has two energizable coils 111, 112. However, it is also conceivable a bistable auxiliary actuator with a coil. By energizing one of the coils 111, 112 of the receiving body 102 along the axis A is displaceable. Between the coils 111, 112 is a permanent magnet 113 for holding the receiving body in a predetermined position as soon as the power supply is turned off. In the in FIG. 2 shown position of the receiving body 104, the friction device 100 is in the switched state.
  • the friction device 100 has a cone-shaped engagement body 103 and the receiving body 102 with a conical recess 140 for receiving the engagement body 103.
  • the engagement body 103 and / or the receiving body have a friction surface 131, wherein the friction force can be generated via the friction surface 131 as soon as the engagement body 103 penetrates into the recess of the receiving body 104.
  • the friction surfaces 131 are formed on the engagement body 103.
  • the friction surfaces 131 are, as in FIG. 3 are formed as small bead-like projections 131 which allow exclusive contact with the second plunger element 114. In this way, a frictional connection between the engagement body 103 and the first plunger element 124 can be effectively prevented in order to prevent a braking action of the main actuator 18.
  • the engagement body 103 is formed in several parts.
  • the engagement body 103 and the receiving body 104 are aligned coaxially with each other, wherein in this embodiment, the receiving body 104 is axially displaceable.
  • the receiving body 104 is axially displaced by means of the auxiliary actuator 101, so that the diameter of the conical recess 140 is reduced and thereby a contact between the receiving body 104 and the engagement body 103 is produced.
  • a normal force is generated, which presses the engagement body 103 on the second plunger element 114.
  • a friction is generated on the second plunger element 114, which acts in the direction of the restoring force F addition .
  • the receiving body 104 is displaced by means of the auxiliary actuator 101 in the direction opposite to the restoring force, the diameter of the recess 140 increases, so that contact between the receiving body 104 and the engagement body 103 does not occur.
  • the parts of the engagement body 103 spread outwardly in the radial direction, so that the contact surfaces on the projections 131 no longer abut the second plunger element 114.
  • the three parts of the engagement body are not carried along in the axial direction even with a displacement of the second plunger element 114. It is conceivable to vary the amount of friction force.
  • the engagement body 103 and / or the receiving body is formed so that the contact force or normal force between the receiving body 103 and the engagement body 104 is different depending on the position of one of the two parts.
  • the advantage of this embodiment includes u. a., That thanks to the spring force and the friction force two additional power sources for generating the restoring force are present, which can be combined to each other to produce a variety of haptic feedback. Different force signals can be generated which produce a feeling of ticking, vibration or the like on the accelerator pedal. In addition, a particularly good stepless haptic feedback can be generated by means of this embodiment.
  • FIGS. 4 and 5 show cheaper and simpler embodiments of the accelerator pedal unit according to the invention.
  • FIG. 4 an embodiment is shown that is characterized in that a spring force and / or friction force by means of the friction device in addition to the restoring force is switchable.
  • the friction device 200 has a bistable auxiliary actuator 201.
  • the auxiliary actuator 201 in this case is identical to the auxiliary actuator 101 of the first embodiment.
  • the auxiliary actuator 201 is spring-mounted by means of a first spring element 26 in the direction of its longitudinal axis.
  • the spring element 26 is arranged between the auxiliary actuator 201 and a spring holding plate 50.
  • the spring circuit board 50 has a centering projection 51 to hold the spring element 26 in the intended position.
  • the centering projection 51 has a passage 52, through which the plunger element 24 of the main actuator 18 can be performed. In this way, the axial guidance of the plunger element 24 is ensured.
  • a second spring element 28 is arranged outside the housing 20 between the outer surface of the end face of the housing 20 and a stop 29 and exerts a restoring force on the accelerator pedal 11 as soon as the plunger element 24 is displaced in the opposite direction to the restoring force.
  • the spring force of the first spring element can be switched by means of the friction device 200.
  • the receiving body 204 is displaceable by means of the auxiliary actuator 201 in a switched-on position, as in FIG. 4 shown to make contact between the engagement body 203 and the receiving body 204.
  • the auxiliary actuator 201 moves with the plunger element 24 due to the frictional connection between the engagement body 203 and the plunger element 24.
  • the spring force of the spring element 26 counteracts and acts as an additional restoring force.
  • the adhesion between the engagement body 203 and the plunger member 24 may be formed such that a frictional displacement of the plunger member 24 relative to the engagement body 203 is possible.
  • auxiliary actuator 201 would continue to be axially displaceable in the opposite direction to the restoring force.
  • FIG. 5 shows an embodiment that is based on the second embodiment FIG. 4 differs in that the bistable auxiliary actuator 301 is not supported by a spring element. Instead, only one spring element 28 is provided between the second end face and the stop 329.
  • An additional restoring force can be generated by means of the friction device in that the auxiliary actuator is positively connected to the housing 20 in a force-fitting manner.
  • the auxiliary actuator can be screwed, for example, to the front side of the housing 20. It is also conceivable to use a locking bolt, which engages in the housing wall 20. Furthermore, it is conceivable to use the radial outer surface of the auxiliary actuator as a friction surface.
  • Another alternative to the design of the friction force of the friction device is to form the frictional connection between the engagement body 303 and the plunger element 24 such that a frictional axial movement of the plunger element 23 is possible.
  • the restoring force in this embodiment is therefore applied on the one hand via the spring element 328.
  • An additional restoring force is generated by the frictional force of the friction device 300 when the engagement body 303 engages the receiving body 304, thereby establishing a frictional engagement between the engagement body and the ram member 24.
  • the restoring force is composed of the spring force of the spring element 328 and the frictional force and / or holding force of the friction device 300.
  • the third exemplary embodiment can also be supplemented by means of a main actuator, which transmits an additional restoring force via the tappet element 324 to the accelerator pedal 11.
  • FIG. 6 10 shows another fourth embodiment in which the friction device 400 has a cone-shaped engagement body 403, a receiving body 404 with a recess for receiving the engagement body 403, wherein the engagement and receiving body 403, 404 are guided within a guide sleeve 406.
  • the receiving body 404 has a friction surface which cooperates with the guide sleeve 406.
  • a force is transmitted to the engagement body 403 via the stop 6 of the cam 3.
  • a spring member 428 is interposed between the cam 3 and the engagement body 403.
  • the engagement body 403 comes into engagement with the receiving body 404, by which a friction between the receiving body 404 and the guide sleeve 406 is generated, which acts as additional restoring force F addition .
  • FIGS. 7 and 8th show a fifth embodiment with a friction device 500, which has a receiving body 504, a plunger element 514 with a cone-shaped engagement portion 503 and a bistable auxiliary actuator 501.
  • the second plunger element 514 of the bistable auxiliary actuator is arranged coaxially with a first plunger element 24.
  • the second plunger member 514 is disposed within a guide sleeve 506. It also has a recess through which the receiving body 504 can be pushed through in order to establish a non-positive connection to the guide sleeve 504.
  • the receiving body 504 is thereby positively connected to the first plunger element 524.
  • the conical engaging portion 503 of the bistable auxiliary actuator then engages the receiving body 504 when the auxiliary actuator moves the second ram member 514 into the corresponding engaged position as in FIG FIG. 8 shown, moves.
  • a frictional force F S is applied to the normal force F N between the receiving body 504 and the engaging body 503 generated on the inner wall of the guide sleeve 506, which acts as an additional restoring force.
  • the plunger elements 24, 514 cooperate with the magnetic plunger 7 to produce a power flow to the accelerator pedal 11.
  • the auxiliary actuator 501 is mechanically lockable in opposite direction to the restoring force.
  • FIG. 9 shows a sixth embodiment of the accelerator pedal unit according to the invention, in which the friction device 600 is formed as a transmission device for generating an additional auxiliary restoring force.
  • the transmission device 600 is positively or non-positively connected to the cam 3. For example, by means of a toothing.
  • the friction element 608 In the retracted state, the friction element 608 preferably rests against a friction wheel 609, wherein the friction wheel 608 is mechanically coupled to the cam disk 3.
  • the friction wheel 609 is coupled by means of a gear 610 with the cam 3.
  • the friction element 608 is retractable and extendable.
  • the friction element 608 can be retracted and extended by means of a bistable auxiliary actuator 601.
  • the friction element 608 can be retracted by means of a spring element.
  • the friction element 608 is extendable as soon as the accelerator pedal 11 is actuated, and retractable as soon as the accelerator pedal is returned to the starting position.
  • the transmission device 600 has a slot bearing 611, by means of which the transmission device 600 can be coupled to the cam disk 3.
  • the gear 610 is coupled to the slot bearing 611.
  • the gear 610 cooperates with the slot bearing 611 to move the transmission device so that a contact between the friction element 608 and the friction wheel 609 comes about.
  • the gear 610 and the slot bearing 611 are disengaged as soon as the accelerator pedal is returned to the initial position, so that the transmission device 600 is displaced so that the contact between the friction wheel 609 and the friction element is released.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Control Devices (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (14)

  1. Unité de pédale d'accélération (1) pour véhicule automobile, comprenant une pédale d'accélération (11) pour la commande de la force d'entraînement du moteur d'un véhicule automobile,
    un ressort de rappel, un changement de position de la pédale d'accélération (11) par rapport à sa position initiale, dû à une force d'actionnement correspondante, contre une force de rappel du ressort de rappel entraînant une élévation de la force d'entraînement du moteur, et la force de rappel du ressort de rappel ramenant la pédale d'accélération (11) vers sa position initiale en cas de relâchement de la force d'actionnement,
    a) caractérisée par un dispositif de friction (100, 200, 300, 400, 500, 600) destiné à générer une force de friction agissant en complément de la force de rappel,
    b) le dispositif de friction (100, 200, 300, 400, 500) présentant un corps d'engagement (103, 203, 303, 403, 503) et un corps de réception (104, 204, 304, 404, 504, 604) avec une cavité pour la réception du corps d'engagement (103, 203, 303, 403, 503),
    c) le corps d'engagement (103, 203, 303, 403, 503) et / ou le corps de réception (104, 204, 304, 404, 504) présentant une surface de friction, ladite force de friction pouvant être générée sur la surface de friction dès que le corps d'engagement (103, 203, 303, 403, 503) vient en prise dans la cavité du corps de réception (104, 204, 304, 404, 504) et
    d) le corps de réception (104, 204, 304, 404, 504) ou le corps d'engagement (103, 203, 303, 403, 503) étant mobiles et fixables entre deux positions dans la direction de leur axe longitudinal au moyen d'un actionneur auxiliaire bistable (101, 201, 301).
  2. Unité de pédale d'accélération (1) selon la revendication précédente, caractérisée en ce que le dispositif de friction est connecté, donc activé, dans une position, et déconnecté, donc désactivé, dans l'autre position.
  3. Unité de pédale d'accélération (1) pour véhicule automobile selon la revendication 1 ou la revendication 2, caractérisée par un actionneur principal électromécanique (18) destiné à générer une force de rappel complémentaire (FZusatz) pouvant être commandée de manière variable au moyen d'une unité de commande (12).
  4. Unité de pédale d'accélération (1) selon l'une des revendications précédentes, caractérisée en ce que le corps d'engagement (103, 203, 303, 403, 503) est en forme de cône et en ce que le corps de réception (104, 204, 304, 404, 504, 604) présente une cavité conique correspondante pour la réception du corps d'engagement (103, 203, 303, 403, 503).
  5. Unité de pédale d'accélération (1) selon la revendication précédente, caractérisée en ce que le corps d'engagement (103, 203, 303, 403, 503) et le corps de réception (104, 204, 304, 404, 504) sont coaxiaux l'un par rapport à l'autre.
  6. Unité de pédale d'accélération (1) selon l'une quelconque des revendications 3 à 5, caractérisée en ce que le corps d'engagement (103, 203, 303, 403, 503) est constitué de plusieurs parties.
  7. Unité de pédale d'accélération (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que l'actionneur principal ou l'actionneur auxiliaire (18 ; 101, 201, 301) comprennent un coulisseau (24 ; 114, 514), le corps d'engagement (103, 203, 303, 503) pouvant être accouplé par force à un des coulisseaux (24 ; 114, 514) au moyen du corps de réception (104, 204, 304, 504).
  8. Unité de pédale d'accélération (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que l'actionneur auxiliaire (201) est monté élastiquement dans la direction de son axe longitudinal (A) au moyen d'un élément de ressort (26).
  9. Unité de pédale d'accélération (1) selon la revendication 7 ou la revendication 8, caractérisée en ce que l'actionneur principal et l'actionneur auxiliaire (18, 101) comprennent chacun un coulisseau (24, 114), le coulisseau (114) de l'actionneur auxiliaire (101) étant disposé à l'intérieur du coulisseau (24) de l'actionneur principal (18) et les coulisseaux (24, 114) étant accouplés l'un à l'autre.
  10. Unité de pédale d'accélération (1) selon la revendication précédente, caractérisée en ce que les coulisseaux (24, 114) sont accouplés l'un à l'autre par engagement positif.
  11. Unité de pédale d'accélération (1) selon la revendication 10 ou la revendication 11, caractérisée en ce que le coulisseau (114) de l'actionneur auxiliaire (101) est accouplé par force au corps d'engagement (103).
  12. Unité de pédale d'accélération (1) selon l'une quelconque des revendications 9 à 11, caractérisée en ce que das coulisseau (114) de l'actionneur auxiliaire (101) est monté élastiquement le long de son axe longitudinal (A) par rapport à l'actionneur principal (18).
  13. Unité de pédale d'accélération (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que l'actionneur principal et l'actionneur auxiliaire (18, 101, 201, 301) sont disposés à l'intérieur d'un carter (20).
  14. Unité de pédale d'accélération (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que l'actionneur auxiliaire bistable comprend au moins une bobine, un déplacement du corps de réception étant obtenu par électrification de la bobine, ainsi qu'un aimant permanent pour le maintien du corps de réception dans cette position en cas de coupure de l'alimentation en courant vers la bobine.
EP13727542.6A 2012-05-22 2013-05-22 Ensemble pédale d'accélération pour véhicules automobiles Not-in-force EP2852872B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102012208548 2012-05-22
DE102012215685 2012-09-04
DE102013209370A DE102013209370A1 (de) 2012-05-22 2013-05-21 Fahrpedaleinheit für Kraftfahrzeuge
PCT/EP2013/060481 WO2013174853A1 (fr) 2012-05-22 2013-05-22 Ensemble pédale d'accélération pour véhicules automobiles

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EP2852872A1 EP2852872A1 (fr) 2015-04-01
EP2852872B1 true EP2852872B1 (fr) 2017-07-19

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US (1) US20150143944A1 (fr)
EP (1) EP2852872B1 (fr)
JP (1) JP2015525164A (fr)
KR (1) KR20150013135A (fr)
DE (1) DE102013209370A1 (fr)
WO (1) WO2013174853A1 (fr)

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DE102013223574A1 (de) 2013-11-19 2015-05-21 Conti Temic Microelectronic Gmbh Verfahren zum Betrieb einer Fahrpedaleinheitgemäß der DE 10 2013 209 370.5
DE102013223575A1 (de) 2013-11-19 2015-05-21 Conti Temic Microelectronic Gmbh Verfahren zum Betrieb einer Fahrpedaleinheit
DE102014210983A1 (de) 2014-06-10 2015-12-17 Robert Bosch Gmbh Fahrpedaleinheit
DE102014118573A1 (de) 2014-12-12 2016-06-16 Ab Elektronik Gmbh Pedalvorrichtung mit steuerbarer Betätigungskraft
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CN110027534B (zh) * 2018-01-12 2021-09-21 比亚迪股份有限公司 踏板模拟器、线控制动系统以及车辆
DE102019114199A1 (de) 2019-05-27 2020-12-03 Methode Electronics Malta Ltd. Vorrichtung für einen Kraft-Weg-Emulator eines Bremspedals mit einem Kraft- und Wegsensor und entsprechendes Verfahren
KR102692360B1 (ko) * 2019-12-12 2024-08-05 현대자동차주식회사 차량용 가속 페달
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Publication number Publication date
EP2852872A1 (fr) 2015-04-01
WO2013174853A1 (fr) 2013-11-28
DE102013209370A8 (de) 2014-03-06
JP2015525164A (ja) 2015-09-03
US20150143944A1 (en) 2015-05-28
KR20150013135A (ko) 2015-02-04
DE102013209370A1 (de) 2013-11-28

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